CN114312341B - Electric vehicle and energy-saving control method and device thereof - Google Patents
Electric vehicle and energy-saving control method and device thereof Download PDFInfo
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- CN114312341B CN114312341B CN202011062034.5A CN202011062034A CN114312341B CN 114312341 B CN114312341 B CN 114312341B CN 202011062034 A CN202011062034 A CN 202011062034A CN 114312341 B CN114312341 B CN 114312341B
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract
The invention discloses an electric vehicle and an energy-saving control method and device thereof, wherein the energy-saving control method comprises the following steps: acquiring a current driving mode of the electric vehicle; and performing a plurality of controls on the electric vehicle according to the current driving mode, wherein the plurality of controls comprise at least one of a maximum vehicle speed limit, a virtual accelerator limit, a torque external characteristic limit, a torque loading control, a power distribution control and a battery cooling control. According to the energy-saving control method, multiple performances of the electric vehicle are controlled according to different driving modes, multiple driving requirements can be met, and a better energy-saving effect can be achieved.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to an electric vehicle and an energy-saving control method and device thereof.
Background
In order to achieve the energy-saving effect of the whole vehicle driving system, a technology for making corresponding response according to a torque instruction so as to control different modes of the motor is provided in the related technology. However, in this technology, energy saving of the whole vehicle drive system is achieved only by limiting the drive system, and the energy saving effect is limited.
Disclosure of Invention
The present invention aims to solve at least one of the technical problems in the related art to some extent. Therefore, the invention aims to provide an electric vehicle and an energy-saving control method and device thereof, so as to meet various driving requirements and realize better energy-saving effect.
In a first aspect, an embodiment of the present invention provides an energy saving control method for an electric vehicle, including the following steps: acquiring a current driving mode of the electric vehicle; and performing multiple controls on the electric vehicle according to the current driving mode, wherein the multiple controls comprise at least two of a maximum vehicle speed limit, a virtual accelerator limit, a torque external characteristic limit, a torque loading control, a power distribution control and a battery cooling control.
According to the energy-saving control method for the electric vehicle, disclosed by the embodiment of the invention, the multiple performances of the electric vehicle are respectively controlled according to different driving modes, so that multiple driving requirements can be met, and a better energy-saving effect can be realized.
In a second aspect, an embodiment of the present invention provides an energy saving control device for an electric vehicle, including: the energy-saving control method for the electric vehicle comprises a memory, a processor and a computer program stored in the memory, wherein the computer program is executed by the processor to realize the energy-saving control method for the electric vehicle.
According to the energy-saving control device for the electric vehicle, when the computer program stored in the memory and corresponding to the energy-saving control method for the electric vehicle is executed by the processor, the electric vehicle can be controlled through various control strategies, and further the energy consumption can be effectively reduced.
In a third aspect, an embodiment of the present invention provides an electric vehicle, including the energy saving control device of the electric vehicle of the above embodiment.
According to the electric vehicle disclosed by the embodiment of the invention, the electric vehicle can be controlled by various control strategies through the energy-saving control device, and the energy consumption can be effectively reduced.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
Fig. 1 is a flowchart of an energy saving control method of an electric vehicle of an embodiment of the present invention;
fig. 2 is a flowchart of an energy saving control method of the electric vehicle of the first example of the invention;
FIG. 3 is a graph of vehicle speed versus accelerator pedal opening coefficient for one example of the present invention;
fig. 4 is a flowchart of an energy saving control method of an electric vehicle of a second example of the invention;
FIG. 5 is a graph of accelerator pedal opening versus motor torque load factor for one example of the present invention;
FIG. 6 is a graph of motor speed versus motor torque for one example of the present invention;
fig. 7 is a flowchart of an energy saving control method of an electric vehicle of a third example of the invention;
FIG. 8 is a graph of vehicle speed versus motor torque for one example of the present invention;
fig. 9 is a flowchart of an energy saving control method of an electric vehicle of a fourth example of the invention;
fig. 10 is a flowchart of an energy saving control method of an electric vehicle of a fifth example of the invention;
FIG. 11 is a flowchart of an energy conservation control method of an electric vehicle according to one specific example of the invention;
fig. 12 is a block diagram of a control device of an electric vehicle according to an embodiment of the present invention;
fig. 13 is a block diagram of an electric vehicle according to an embodiment of the present invention.
Detailed Description
Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present invention and should not be construed as limiting the invention.
The following describes an electric vehicle and an energy-saving control method and device thereof according to an embodiment of the present invention with reference to the accompanying drawings.
Fig. 1 is a flowchart of an energy saving control method of an electric vehicle according to an embodiment of the present invention.
In this embodiment, the above-described energy saving control method may be implemented by an on-vehicle controller of an electric vehicle, which may be a pure electric vehicle, such as a pure electric light truck.
As shown in fig. 1, the energy saving control method of the electric vehicle includes the steps of:
s11, acquiring a current driving mode of the electric vehicle.
The driving modes of the electric vehicle may include, but are not limited to, an economy mode, a balance mode, and a power mode, and may also include, for example, a snow mode, a sand mode, and the like.
As one example, taking a driving mode of an electric vehicle as an example, including an economy mode, a balance mode, and a power mode, each mode has the following characteristics: in the ECO (economy) mode, the electric vehicle has better running economy and driving smoothness, and the electric vehicle can obtain more driving range. In the BALANCE mode, both power and economy can be achieved. In POWER mode, the POWER performance is prioritized, and better acceleration and climbing capacity can be obtained, but a part of economy is lost.
And S12, performing multiple controls on the electric vehicle according to the current driving mode, wherein the multiple controls comprise at least two of a maximum vehicle speed limit, a virtual accelerator limit, a torque external characteristic limit, a torque loading control, a power distribution control and a battery cooling control.
Specifically, the maximum vehicle speed limit refers to limiting the maximum speed that the electric vehicle can travel, for example, the economy mode defines the maximum vehicle speed to 80km/h, the balance mode defines the maximum vehicle speed to 90km/h, and the power mode may not define the maximum vehicle speed.
The virtual throttle limit includes limiting a target torque corresponding to the throttle opening, for example, the target torque in the power mode is greater than the target torque in the balance mode and the target torque in the balance mode is greater than the target torque in the economy mode at the same throttle opening.
The torque out-characteristic limit may include limiting a maximum torque of the drive motor, for example, a maximum torque of 580Nm may be defined in the economy mode and a maximum torque of 755Nm may be defined in the balance mode and the power mode when the drive motor rotation speed is small.
The torque loading control may include controlling a loading rate of the torque, e.g., the loading rate in the power mode is greater than the loading rate in the balance mode when loaded to the same target torque, and the loading rate in the balance mode is greater than the loading rate in the economy mode.
The battery cooling control may include controlling whether to cool the power battery of the electric vehicle, for example, cooling at a temperature T1 in a power mode, ending the cooling at a temperature T2 in a balance mode and an economy mode, cooling at a temperature T1', ending the cooling at a temperature T2', wherein T1 is smaller than T1', and T2 is smaller than T2'.
Therefore, the energy-saving control method can control multiple performances of the electric vehicle according to different driving modes, can meet multiple driving requirements, and can reduce energy consumption better.
As an example, as shown in fig. 2, the highest speed limit for the electric vehicle according to the current driving mode includes:
s21, acquiring the current speed of the electric vehicle.
S22, acquiring an accelerator pedal opening attenuation coefficient according to the current vehicle speed and the current driving mode.
Specifically, the correspondence relationship between the vehicle speed, the drive mode, and the accelerator pedal opening attenuation coefficient α may be as shown in fig. 3. Referring to fig. 3, at the same vehicle speed, α in the power mode is greater than α in the balance mode, which is greater than α in the economy mode.
S23, a current accelerator pedal opening of the electric vehicle is acquired.
Wherein the accelerator pedal opening, also referred to as accelerator opening.
And S24, obtaining the target torque of the driving motor of the electric vehicle according to the current accelerator pedal opening.
Specifically, the corresponding relation between the accelerator opening and the target torque may be stored in advance, and then after the accelerator opening is obtained, the corresponding relation may be queried to obtain the corresponding target torque. The correspondence relationship may be the same or different in different driving modes, and the specific difference may be described by the following virtual throttle restriction.
S25, obtaining the actual output torque of the driving motor of the electric vehicle according to the accelerator pedal opening attenuation coefficient and the target torque.
The actual output torque may be the target torque a.
S26, controlling the driving motor according to the actual output torque so as to realize that the highest speed of the electric vehicle is limited to be smaller than or equal to a first preset speed in an economic mode, the highest speed of the electric vehicle is limited to be smaller than or equal to a second preset speed in a balance mode, and the highest speed of the electric vehicle is not limited in a power mode.
The second preset vehicle speed is greater than the first preset vehicle speed, and the second preset vehicle speed and the first preset vehicle speed can be calibrated according to requirements, for example, the second preset vehicle speed is 90km/h, and the first preset vehicle speed is 80km/h.
Therefore, energy-saving control of the electric vehicle can be realized through limiting the highest rotation speed in different driving modes, and the energy-saving control effects of the power mode, the balance mode and the economic mode are sequentially improved.
As an example, as shown in fig. 4, performing virtual throttle restriction on an electric vehicle according to a current driving mode includes:
s41, acquiring the current accelerator pedal opening of the electric vehicle.
S42, acquiring a motor torque load factor of the electric vehicle according to the current accelerator pedal opening and the current driving mode.
Referring to fig. 5, in the power mode, the motor torque load coefficient β and the accelerator opening are in positive correlation with each other as a convex function, in the balance mode, β and the accelerator opening are in positive correlation with each other as a linear function, and in the economy mode, β and the accelerator opening are in positive correlation as a concave function.
S43, obtaining target torque of a driving motor of the electric vehicle according to the current accelerator pedal opening and the motor torque load coefficient, and controlling the driving motor according to the target torque.
The target torque may be a current accelerator pedal opening β.
Specifically, referring to fig. 5, in the power mode, the motor torque load factor and the accelerator opening are in positive correlation with a convex function, and in the small accelerator opening stage, the driving motor output torque is sensitive to the accelerator opening response, and the driver feels that the accelerator pedal is hard, and the vehicle driving feels the bias power. In the balance mode, the motor torque load coefficient and the accelerator pedal opening are in linear positive correlation, and the power and the economy are considered. In the economy mode, the motor torque load coefficient and the accelerator pedal opening are in a concave function positive correlation, and in the small accelerator pedal opening stage, the motor output torque is relatively insensitive to the accelerator pedal opening, so that a driver feels that the accelerator pedal is soft, and the vehicle driving feel economical.
Therefore, the corresponding relation between the pre-stored accelerator pedal opening and the target torque is different in different driving modes, specifically, the target torque of the driving motor is the same under the same accelerator pedal opening: by switching the driving mode to the balance mode or the economy mode, a better energy saving effect can be achieved compared to the power mode. In addition, if the electric vehicle is simultaneously subjected to the maximum vehicle speed limit and the virtual accelerator limit, the energy saving effect is better than that of the single performance control.
As one example, the limiting of the external torque characteristics of the electric vehicle according to the current driving mode may include: if the current driving mode is the economy mode, limiting the maximum torque of the driving motor to be a first torque threshold value; and if the current driving mode is a balance mode or a power mode, limiting the maximum torque of the driving motor to be a second torque threshold value, wherein the second torque threshold value is larger than the first torque threshold value.
Specifically, the acceleration requirement of the electric vehicle is not too high at low speed, the torque of the driving motor is large mainly for climbing, the durability of the whole vehicle can be affected when the acceleration is too high, and the actual operation energy consumption of the whole vehicle is high. Meanwhile, the larger the acceleration before gear shifting is, the stronger the gear shifting frustration is. Referring to fig. 6, in different modes, the external torque characteristics of the driving motor are set to be different, and the low-speed climbing gradient and the starting acceleration of the vehicle are controlled by limiting the external torque characteristics.
Therefore, various driving requirements can be realized through limiting the external characteristics of the torque, and the energy-saving effect can be realized to a certain extent. Further, if the maximum vehicle speed limit and/or the virtual accelerator limit are/is performed while the external torque characteristic limit is performed on the electric vehicle, a better energy saving effect can be achieved.
As an example, the maximum torque of the driving motor in the economy mode may be limited only, and the maximum torque of the driving motor in the balance mode or the power mode may not be limited. Thus, the climbing efficiency of the electric vehicle can be improved.
As an example, as shown in fig. 7, torque loading control of an electric vehicle according to a current drive mode includes:
s71, determining an accelerator section in which the target torque is located.
The target torque may be obtained in step S24 or step S43.
S72, acquiring a torque loading rate according to the throttle interval and the current driving mode.
In the same driving mode, the corresponding torque loading rates of different throttle intervals can be different, for example, the larger the throttle interval is, the larger the torque loading rate is, so that when the target torque is larger, the target torque can be loaded in a shorter time, and the timeliness of control is ensured. Under different driving modes, the torque loading rates corresponding to the same accelerator interval can be different, for example, the torque loading rates corresponding to a power mode, a balance mode and an economic mode are sequentially reduced, so that driving experience is guaranteed under the power mode, and an energy-saving effect is guaranteed under the economic mode.
And S73, carrying out loading control on the torque according to the torque loading rate until the torque is loaded to the target torque.
For example, the torque loading can be divided into 3 throttle sections of a small throttle, a medium throttle and a large throttle according to the target torque, each throttle section is divided into 3-5 sub-throttle sections, the motor torque in each sub-throttle section is loaded according to a certain speed, and the loading speed in the power mode is greater than the loading speed in the balance mode and greater than the loading speed in the economy mode, wherein the loading speeds corresponding to the sub-throttle sections can be different. When an accelerator pedal is stepped on, the whole vehicle controller firstly obtains the accelerator pedal opening according to an accelerator pedal opening sensor, obtains target torque by multiplying a motor torque load coefficient beta, and enters a corresponding accelerator interval through the target torque. Along with the loading of the torque, the actual torque is loaded in sections according to the torque change rate requirement in the corresponding sub-throttle interval.
FIG. 8 is a torque loading schematic diagram of a full throttle rapid acceleration motor with a speed of 0-30 km/h. The electric vehicle is stationary, the accelerator pedal is stepped on from 0% to 100% within 0.5s, the same motor torque is achieved, the torque loading in the power mode is fastest, and the time is shortest.
Therefore, the torque is loaded through different loading rates, so that various torque loading requirements can be met, more driving experiences are realized, and an energy-saving effect can be realized to a certain extent. Further, if at least one of the torque external characteristic limit, the maximum vehicle speed limit, and the virtual accelerator limit is performed while the torque loading control is performed on the electric vehicle, a better energy saving effect can be achieved.
As an example, as shown in fig. 9, performing power distribution control on an electric vehicle according to a current drive mode includes:
s91, obtaining the maximum allowable discharge power of the power battery of the electric vehicle.
And S92, obtaining a first maximum allowable working power of the driving motor according to the maximum allowable discharge power.
The first maximum allowable operating power may be a (maximum allowable discharge power of the power battery-accessory discharge power reserved value). a is a first preset parameter, and the value of the parameter can be in the range of 0.85-0.95, such as 0.9.
And S93, if the current driving mode is the economy mode or the balance mode, controlling the driving motor according to the first maximum allowable working power.
S94, if the current driving mode is the power mode, judging whether the electric vehicle has continuous high power demand.
S95, if the electric vehicle does not have continuous high power demand, controlling the driving motor according to the first maximum allowable working power.
Specifically, if the accelerator pedal opening of the electric vehicle is greater than a first preset opening and continues for a first preset time, such as 15s, and the vehicle speed of the electric vehicle continues to decrease, it is determined that the electric vehicle has a continuous high power demand.
Wherein, the first preset opening degree can take a value within a range of 85% -95%, such as 90%; the first preset time can take a value within 10-20 s, for example, 15s.
And S96, if the electric vehicle has continuous high power demand, obtaining second maximum allowable working power of the driving motor according to the maximum allowable discharge power, and controlling the driving motor according to the second maximum allowable working power.
Wherein the second maximum allowable operating power is greater than the first maximum allowable operating power. Specifically, the second maximum allowable operating power may be b (maximum allowable discharge power of the power battery-accessory discharge power reserve value). Wherein b is a second preset parameter, and b is greater than a, if b takes a value of 1.
And S97, when the duration of controlling the driving motor according to the second maximum allowable working power reaches the first preset duration, adjusting the second maximum allowable working power to the first maximum allowable working power, and controlling the driving motor according to the first maximum allowable working power.
In this example, in actual use of the electric vehicle, the accessory electric appliance operation (air conditioner, lamp, etc.) requires a partial power, and the BMS (Battery Management System ) needs to make a certain reservation for this partial power, so the driving motor allows the driving power to be smaller than the maximum allowable discharging power of the BMS. In order to ensure the vehicle dynamic performance, under the conditions of the current battery temperature, voltage and State of Charge (SOC), the reserved power can be temporarily released when the electric vehicle is monitored to have continuous high power demand, the allowable driving power of the motor is improved, and the vehicle dynamic performance is increased in a short time. The balance mode and the economy mode do not have the control function.
Therefore, through the distribution of different powers, various driving requirements can be met, and the energy-saving effect can be realized to a certain extent. Further, if at least one of the torque loading control, the torque external characteristic limit, the maximum vehicle speed limit, and the virtual accelerator limit is performed simultaneously with the torque distribution control for the electric vehicle, a better energy saving effect can be achieved.
As one example, battery cooling control of an electric vehicle according to a current drive mode includes: acquiring the temperature of a power battery of the electric vehicle; if the current driving mode is an economic mode or a balance mode, the battery cooling function is started when the temperature of the power battery is greater than or equal to a first preset temperature, and the battery cooling function is closed when the temperature of the power battery is less than or equal to a second preset temperature; if the current driving mode is the power mode, when the temperature of the power battery is greater than or equal to a third preset temperature, the battery cooling function is started, and when the temperature of the power battery is less than or equal to a fourth preset temperature, the battery cooling function is closed, wherein the third preset temperature is less than the first preset temperature, and the fourth preset temperature is less than the second preset temperature.
The cooling function may be a water cooling function. The first preset temperature may have a value of 35 ℃, the second preset temperature may have a value of 33 ℃, the third preset temperature may have a value of 34 ℃, and the fourth preset temperature may have a value of 32 ℃.
Specifically, during the running process of the electric vehicle, if the water cooling start temperature of the power battery is higher and the closing temperature is lower, the water cooling of the battery may be always in an on state, so that more electric energy is consumed. Therefore, under different driving modes, the energy consumption of the whole vehicle in actual operation is controlled by controlling the water cooling on and off temperature threshold values of the battery, and different energy consumption control can be realized. Further, if at least one of the torque distribution control, the torque loading control, the torque external characteristic limit, the maximum vehicle speed limit, and the virtual accelerator limit is performed simultaneously with the battery cooling control for the electric vehicle, a better energy saving effect can be achieved.
As one example, a mode changeover switch is provided corresponding to a drive mode of the electric vehicle. The mode change-over switch can be a self-resetting switch arranged on the combination instrument and is triggered by pressing; the virtual switch may be provided in the in-vehicle terminal and may be displayed on a touch panel of the in-vehicle terminal. The driver can select the driving mode by operating the mode changeover switch, and the instrument or the display screen can display the current driving mode of the electric vehicle. When the switch is pressed, the driving mode adjustment mode adopts cyclic adjustment, namely ECO- & gtBALANCE- & gtPOWER- & gtECO- & gt …. When the electric vehicle is started, the default driving mode may be the driving mode at the last power-off, or may be a fixed driving mode, such as a balance mode.
In this example, as shown in fig. 10, the energy saving control method further includes:
s101, judging whether a mode change-over switch is triggered.
S102, if the mode changeover switch is triggered, the current gear of the electric vehicle is acquired.
And S103, if the current gear is in a non-forward gear and a non-reverse gear, responding to the triggering action of the mode changeover switch to control the electric vehicle to enter a corresponding driving mode.
S104, if the current gear is in the forward gear or the reverse gear, adjusting the driving mode of the electric vehicle according to the current accelerator pedal opening and the current vehicle speed of the electric vehicle.
In this example, as one possible implementation, as shown in fig. 11, adjusting the drive mode of the electric vehicle according to the current accelerator pedal opening and the current vehicle speed of the electric vehicle includes:
s1041, a current accelerator pedal opening of the electric vehicle is acquired.
S1042, if the current accelerator pedal opening is greater than the second preset opening, the triggering action of the mode switch is not responded, the electric vehicle is controlled to keep the current driving mode, and the first prompt message is sent to prompt the failure of the driving mode switch.
The second preset opening degree can be a value within a range of 25% -35%, for example, 30%. The first prompt information may be a specific indicator light prompt on the meter, or may be a voice prompt, or may be a text prompt displayed on a touch screen of the vehicle-mounted terminal, which is not limited herein. Taking the voice prompt as an example, the first prompt information may be "please release the throttle and then switch the driving modes".
S1043, if the current accelerator pedal opening is less than or equal to the second preset opening, obtaining a current vehicle speed of the electric vehicle.
S1044, if the current vehicle speed is greater than the first preset vehicle speed, not responding to the triggering action of the mode switching switch, controlling the electric vehicle to keep the current driving mode, and sending out second prompt information to prompt that the driving mode is failed to switch.
The second prompting mode may be the same as or similar to the prompting mode of the first prompting mode.
The first preset vehicle speed can take a value within 45 km/h-55 km/h, such as 50km/h.
S1045, if the current vehicle speed is less than or equal to the first preset vehicle speed, responding to the triggering action of the mode changeover switch to control the electric vehicle to enter a corresponding driving mode.
Therefore, when the mode change-over switch is pressed, the whole vehicle controller can judge whether to respond to the driving mode change-over according to the vehicle state, and when the mode change-over is not met, a corresponding operation prompt can be given, so that the comfort and the safety of the vehicle can be improved.
As one example, the energy saving control method further includes: acquiring the state of charge of a power battery of the electric vehicle; and when the state of charge is smaller than a preset threshold value, sending out third prompt information so as to prompt the economic mode switching. When the driver switches the driving mode to the economy mode, more continuous mileage can be obtained.
The preset threshold value can be a value within a range of 15% -25%, for example, 20%. The third prompting message prompting mode can be the same as or similar to the prompting mode of the first prompting message.
In conclusion, the electric vehicle is controlled through various control strategies, so that the energy consumption can be effectively reduced. In addition, when the mode switching switch is triggered, whether the driving mode is switched is judged according to the state of the electric vehicle, so that the comfort and the safety of the vehicle can be improved.
Fig. 12 is a block diagram showing a structure of an energy saving control device for an electric vehicle according to an embodiment of the present invention.
As shown in fig. 12, the energy saving control device 100 of the electric vehicle includes: a memory 110, a processor 120, and a computer program 130 stored on the memory 110.
In this embodiment, the computer program 130, when executed by the processor 120, implements the energy saving control method of the electric vehicle described above
According to the energy-saving control device for the electric vehicle, when the computer program stored in the memory and corresponding to the energy-saving control method for the electric vehicle is executed by the processor, the electric vehicle can be controlled through various control strategies, and further the energy consumption can be effectively reduced. In addition, when the mode change-over switch is triggered, whether the driving mode is switched or not is judged according to the state of the electric vehicle, and therefore the comfort and the safety of the vehicle can be improved.
Fig. 13 is a block diagram of an electric vehicle according to an embodiment of the present invention.
As shown in fig. 13, the electric vehicle 1000 includes the energy saving control device 100 of the electric vehicle of the above embodiment.
According to the electric vehicle disclosed by the embodiment of the invention, the electric vehicle can be controlled by various control strategies through the energy-saving control device, and the energy consumption can be effectively reduced. In addition, when the mode switching switch is triggered, whether to respond to the driving mode switching or not can be judged according to the state of the electric vehicle, and therefore the comfort and the safety of the vehicle can be improved.
It should be noted that the logic and/or steps represented in the flowcharts or otherwise described herein, for example, may be considered as a ordered listing of executable instructions for implementing logical functions, and may be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer readable medium may even be paper or other suitable medium on which the program is printed, as the program may be electronically captured, via, for instance, optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner, if necessary, and then stored in a computer memory.
It is to be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the various steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, may be implemented using any one or combination of the following techniques, as is well known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), and the like.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present invention.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present invention, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
In the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
In the present invention, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.
While embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the invention.
Claims (12)
1. An energy saving control method of an electric vehicle is characterized by comprising the following steps:
acquiring a current driving mode of the electric vehicle; the driving modes of the electric vehicle include an economy mode, a balance mode, and a power mode;
performing a plurality of controls on the electric vehicle according to the current driving mode, wherein the plurality of controls comprise at least two of a maximum vehicle speed limit, a virtual accelerator limit, a torque external characteristic limit, a torque loading control, a power distribution control and a battery cooling control;
and limiting the highest speed of the electric vehicle according to the current driving mode, comprising:
acquiring the current speed of the electric vehicle;
acquiring an accelerator pedal opening attenuation coefficient according to the current vehicle speed and the current driving mode;
acquiring the current accelerator pedal opening of the electric vehicle;
obtaining a target torque of the electric vehicle according to the current accelerator pedal opening;
obtaining the actual output torque of a driving motor of the electric vehicle according to the accelerator pedal opening attenuation coefficient and the target torque;
and controlling the driving motor according to the actual output torque to realize that the maximum speed of the electric vehicle is limited to be smaller than or equal to a first preset speed in the economic mode, the maximum speed of the electric vehicle is limited to be smaller than or equal to a second preset speed in the balance mode, and the maximum speed of the electric vehicle is not limited in the power mode, wherein the second preset speed is larger than the first preset speed.
2. The energy saving control method of an electric vehicle according to claim 1, characterized in that performing virtual throttle restriction on the electric vehicle according to the current drive mode includes:
acquiring a motor torque load coefficient of the electric vehicle according to the current accelerator pedal opening and the current driving mode, wherein the motor torque load coefficient and the accelerator pedal opening are in positive correlation of a convex function in the power mode, the motor torque load coefficient and the accelerator pedal opening are in linear positive correlation in the balance mode, and the motor torque load coefficient and the accelerator pedal opening are in positive correlation of a concave function in the economic mode;
and obtaining a target torque of a driving motor of the electric vehicle according to the current accelerator pedal opening and the motor torque load coefficient, and controlling the driving motor according to the target torque.
3. The energy saving control method of an electric vehicle according to claim 1 or 2, characterized in that torque loading control of the electric vehicle according to the current drive mode includes:
determining an accelerator interval in which the target torque is located;
acquiring a torque loading rate according to the throttle interval and the current driving mode;
and carrying out loading control on the torque according to the torque loading rate until the torque is loaded to the target torque.
4. The energy saving control method of an electric vehicle according to claim 1, characterized in that performing power distribution control of the electric vehicle according to the current drive mode includes:
obtaining the maximum allowable discharge power of a power battery of the electric vehicle;
obtaining a first maximum allowable working power of the driving motor according to the maximum allowable discharge power;
if the current driving mode is the economy mode or the balance mode, controlling the driving motor according to the first maximum allowable working power;
if the current driving mode is the power mode, judging whether the electric vehicle has continuous high-power requirement or not;
if the electric vehicle does not have a continuous high power demand, controlling the drive motor according to the first maximum allowable operating power;
obtaining a second maximum allowable operating power of the driving motor according to the maximum allowable discharge power and controlling the driving motor according to the second maximum allowable operating power if the electric vehicle has a continuous high power demand, wherein the second maximum allowable operating power is larger than the first maximum allowable operating power;
and when the duration of controlling the driving motor according to the second maximum allowable working power reaches a first preset duration, adjusting the second maximum allowable working power to the first maximum allowable working power, and controlling the driving motor according to the first maximum allowable working power.
5. The energy saving control method of an electric vehicle according to claim 4, characterized in that if an accelerator pedal opening of the electric vehicle is larger than a first preset opening for a first preset time and a vehicle speed of the electric vehicle is continuously lowered, it is determined that the electric vehicle has a continuous high power demand.
6. The energy saving control method of an electric vehicle according to claim 1, characterized in that performing battery cooling control of the electric vehicle according to the current drive mode includes:
acquiring the temperature of a power battery of the electric vehicle;
if the current driving mode is the economy mode or the balance mode, a battery cooling function is started when the temperature of the power battery is greater than or equal to a first preset temperature, and the battery cooling function is stopped when the temperature of the power battery is less than or equal to a second preset temperature;
and if the current driving mode is the power mode, starting a battery cooling function when the temperature of the power battery is greater than or equal to a third preset temperature, and closing the battery cooling function when the temperature of the power battery is less than or equal to a fourth preset temperature, wherein the third preset temperature is less than the first preset temperature, and the fourth preset temperature is less than the second preset temperature.
7. The energy saving control method of an electric vehicle according to claim 1, characterized in that the electric vehicle is subjected to torque external characteristic limitation according to the current drive mode, comprising:
if the current driving mode is the economy mode, limiting the maximum torque of the driving motor to be a first torque threshold;
and if the current driving mode is the balance mode or the power mode, limiting the maximum torque of the driving motor to be a second torque threshold value, wherein the second torque threshold value is larger than the first torque threshold value.
8. The energy saving control method of an electric vehicle according to claim 1, wherein a mode changeover switch is provided corresponding to a drive mode of the electric vehicle, wherein the method further comprises:
judging whether the mode change-over switch is triggered or not;
if the mode switching switch is triggered, acquiring the current gear of the electric vehicle;
if the current gear is in a non-forward gear and a non-reverse gear, responding to the triggering action of the mode change switch to control the electric vehicle to enter a corresponding driving mode;
and if the current gear is in a forward gear or a reverse gear, adjusting a driving mode of the electric vehicle according to the current accelerator pedal opening degree and the current vehicle speed of the electric vehicle.
9. The energy saving control method of an electric vehicle according to claim 8, characterized in that the adjusting the drive mode of the electric vehicle according to the current accelerator pedal opening and the current vehicle speed of the electric vehicle includes:
if the current accelerator pedal opening is larger than a second preset opening, not responding to the triggering action of the mode switching switch, controlling the electric vehicle to keep a current driving mode, and sending out first prompt information to prompt failure of driving mode switching;
if the current accelerator pedal opening is smaller than or equal to the second preset opening, acquiring the current speed of the electric vehicle;
if the current vehicle speed is greater than a first preset vehicle speed, not responding to the triggering action of the mode switching switch, controlling the electric vehicle to keep a current driving mode, and sending out second prompt information to prompt that the driving mode is failed to switch;
and if the current vehicle speed is smaller than or equal to the first preset vehicle speed, responding to the triggering action of the mode change-over switch to control the electric vehicle to enter a corresponding driving mode.
10. The energy saving control method of an electric vehicle according to claim 1, characterized in that the method further comprises:
acquiring the state of charge of a power battery of the electric vehicle;
and when the state of charge is smaller than a preset threshold value, sending out third prompt information so as to prompt the economic mode switching.
11. An energy saving control device of an electric vehicle, characterized by comprising a memory, a processor and a computer program stored on the memory, which when executed by the processor, implements the energy saving control method of an electric vehicle according to any one of claims 1-10.
12. An electric vehicle comprising the energy saving control device of an electric vehicle according to claim 11.
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| CN115009046B (en) * | 2022-07-15 | 2024-05-28 | 广西玉柴新能源汽车有限公司 | Calibration strategy for opening degree of accelerator pedal and torque of driving motor of new energy automobile |
| CN115384321A (en) * | 2022-09-28 | 2022-11-25 | 徐工集团工程机械股份有限公司科技分公司 | Multi-working-condition operation mode control method and system for pure electric loader |
| CN115503504A (en) * | 2022-10-27 | 2022-12-23 | 江铃汽车股份有限公司 | Control method and system for energy-saving mode of electric automobile and electric automobile |
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